| Abstract |
The car industry believes it has already done a lot to meet the sustainability agenda. While there has been considerable progress in terms of reductions in toxic emissions, as well as greenhouse gas emissions, they are still very far from being sustainable either as an industry or in terms of the products they make. This point was made by Stuart Hart in 1997 (Hart, 1997), and despite progress since then, the same still holds today) Progress so far has been along an 'eco-efficiency' trajectory - i.e. doing the same thing we have been doing, but more efficiently. In reality, we need to stop doing what we have been doing and work out an alternative means of achieving what we are actually trying to achieve - motorised personal mobility with optimum enjoyment, comfort and safety levels. Tare need to do things differently, in other words. It is clear that we are at the start. of a technological transition from IC to EV powertrain technology in cars and light commercial vehicles. This brings with it a shift in the lifetime carbon impact of the vehicle from the use to the manufacturing and recycling phase (Ricardo 2011; Hawkins et al. 2012). This would suggest a longer product lifespan would be desirable for Efts,It has also been suggested that the current or imminent transition in the personal transport system involves not only a technological transition from IC to Eft but also a transition in ownership patterns from private ownership of cars to;various types of PSS, such as car clubs, leasing models, etc. (Marletto 2014). Does this mean that we will witness a further alienation of the user from the product? if so, would this result lid an even lower value being placed on the product by the user than We have already seen so far? Alternatively, would such a move instead create an incentive on the part of the new owner i.e. the provider of the PSS, to regard the 'in the PSS. |
